JP4923079B2 - Continuously variable transmission and control method thereof - Google Patents

Continuously variable transmission and control method thereof Download PDF

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JP4923079B2
JP4923079B2 JP2009079676A JP2009079676A JP4923079B2 JP 4923079 B2 JP4923079 B2 JP 4923079B2 JP 2009079676 A JP2009079676 A JP 2009079676A JP 2009079676 A JP2009079676 A JP 2009079676A JP 4923079 B2 JP4923079 B2 JP 4923079B2
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speed
shift
transmission
ratio
continuously variable
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JP2010230116A (en
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真美子 井上
正明 内田
雅人 古閑
建機 城崎
辰夫 落合
良輔 野々村
英明 鈴木
亮路 門野
誠一郎 高橋
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ジヤトコ株式会社
日産自動車株式会社
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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible means
    • F16H61/66254Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible means controlling of shifting being influenced by a signal derived from the engine and the main coupling
    • F16H61/66259Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible means controlling of shifting being influenced by a signal derived from the engine and the main coupling using electrical or electronical sensing or control means
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/70Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements
    • F16H61/702Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements using electric or electrohydraulic control means
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H37/00Combinations of mechanical gearings, not hereinbefore provided for
    • F16H37/02Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings
    • F16H37/021Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
    • F16H2037/023CVT's provided with at least two forward and one reverse ratio in a serial arranged sub-transmission
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H37/00Combinations of mechanical gearings, not hereinbefore provided for
    • F16H37/02Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings
    • F16H37/021Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
    • F16H37/022Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing the toothed gearing having orbital motion
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T477/00Interrelated power delivery controls, including engine control
    • Y10T477/60Transmission control
    • Y10T477/619Continuously variable friction transmission
    • Y10T477/6217Interrelated control of diverse transmissions
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T477/00Interrelated power delivery controls, including engine control
    • Y10T477/60Transmission control
    • Y10T477/619Continuously variable friction transmission
    • Y10T477/623Controlled by engine map
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T477/00Interrelated power delivery controls, including engine control
    • Y10T477/60Transmission control
    • Y10T477/619Continuously variable friction transmission
    • Y10T477/6237Belt-type
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T477/00Interrelated power delivery controls, including engine control
    • Y10T477/60Transmission control
    • Y10T477/619Continuously variable friction transmission
    • Y10T477/6237Belt-type
    • Y10T477/624Fluid pressure control
    • Y10T477/6242Ratio change controlled

Description

本発明は、無段変速機及びその制御方法に関し、特に、無段変速機がベルト式無段変速機構と副変速機構を備えるものに関する。   The present invention relates to a continuously variable transmission and a control method thereof, and more particularly to a continuously variable transmission including a belt-type continuously variable transmission mechanism and a sub-transmission mechanism.

特許文献1は、ベルト式無段変速機構(以下、「バリエータ」という。)に対して前進2段の副変速機構を直列に設け、車両の運転状態に応じてこの副変速機構の変速段を変更するように構成することで、バリエータを大型化させることなく、とりうる変速比範囲を拡大した無段変速機を開示している。   In Patent Document 1, a sub-transmission mechanism of two forward speeds is provided in series with a belt-type continuously variable transmission mechanism (hereinafter referred to as “variator”), and the speed of the sub-transmission mechanism is changed according to the driving state of the vehicle. A continuously variable transmission that expands the range of possible gear ratios without increasing the size of the variator is disclosed.

特許文献2は、このような副変速機構付き無段変速機において、副変速機構の変速段を変更する際、これに合わせてバリエータの変速比を変更する協調変速を行い、無段変速機全体の変速比(以下、「スルー変速比」という。)を一定に保つ技術を開示している。協調変速前後でスルー変速比を一定に保つことにより、副変速機構を変速させる際のエンジン及びトルクコンバータの速度変化が抑制され、これらの慣性トルクによる変速ショックが防止される。   Patent Document 2 discloses that in such a continuously variable transmission with a sub-transmission mechanism, when changing the shift stage of the sub-transmission mechanism, a coordinated shift is performed in which the gear ratio of the variator is changed in accordance with this, and the entire continuously variable transmission Is disclosed as a technique for keeping the transmission ratio (hereinafter referred to as “through transmission ratio”) constant. By keeping the through speed ratio constant before and after the coordinated shift, speed changes of the engine and the torque converter when shifting the subtransmission mechanism are suppressed, and shift shocks due to these inertia torques are prevented.

特開昭60−37455号公報JP 60-37455 A 特開平5−79554号公報JP-A-5-79554

バリエータの変速速度は副変速機構の変速速度に比べて遅く、協調変速に要する時間はバリエータの変速速度によって支配される。このため、協調変速時にスルー変速比が一定に維持されるようにバリエータを変速させていると協調変速に要する時間の設計自由度が低く、運転状態によって異なる変速応答要求に応えること難しい。   The shift speed of the variator is slower than the shift speed of the auxiliary transmission mechanism, and the time required for the coordinated shift is governed by the shift speed of the variator. For this reason, if the variator is shifted so that the through speed ratio is kept constant during the coordinated shift, the degree of freedom in design of the time required for the coordinated shift is low, and it is difficult to respond to a shift response request that varies depending on the driving state.

本発明は、このような技術的課題に鑑みてなされたもので、協調変速に要する時間の設計自由度を高め、運転状態によって異なる変速応答要求に答えられるようにすることを目的とする。   The present invention has been made in view of such technical problems, and it is an object of the present invention to increase the degree of freedom in design of the time required for cooperative shift and to respond to shift response requests that differ depending on the driving state.

本発明のある態様によれば、車両に搭載され、エンジンの出力回転を変速して駆動輪に伝達する無段変速機であって、変速比を無段階に変更することができるベルト式無段変速機構(以下、「バリエータ」という。)と、前記バリエータに対して直列に設けられ、前進用変速段として第1変速段と該第1変速段よりも変速比の小さな第2変速段とを有する副変速機構と、前記車両の運転状態とアクセル開度に応じて選択される変速線とに基づき、該運転状態で達成すべき前記バリエータ及び前記副変速機構の全体の変速比(以下、「スルー変速比」という。)を到達スルー変速比として設定する到達スルー変速比設定手段と、前記スルー変速比の実際値(以下、「実スルー変速比」という。)が、前記到達スルー変速比に所定の過渡応答で追従するように前記バリエータの変速比及び前記副変速機構の変速段の少なくとも一方を制御する変速制御手段と、前記実スルー変速比が所定のモード切換変速比を跨いで変化したときに前記副変速機構の変速段を変更するとともに前記バリエータの変速比を前記副変速機構の変速比が変化する方向と逆の方向に変更する協調変速手段と、 前記変速線に対してLow側に設定される低速モード用仮想変速線と、前記変速線に対してHigh側に設定される高速モード用仮想変速線と、前記車両の運転状態に基づき前記無段変速機の変速応答向上が要求されているか判定する変速応答向上要求判定手段と、前記副変速機構が低速段、かつ、前記無段変速機の変速応答向上が要求されていると判定された場合には、変速線を現在の変速線から前記低速モード用仮想変速線に切り換え、前記実スルー変速比が前記モード切換変速比をLow側からHigh側に跨いで変化したときに、変速線を前記低速モード用仮想変速線から前記高速モード用仮想変速線に切り換えることで前記到達スルー変速比をHigh側に変更する変速時間短縮手段と、を備えたことを特徴とする無段変速機が提供される。 According to an aspect of the present invention, there is provided a continuously variable transmission that is mounted on a vehicle and that shifts the output rotation of an engine and transmits the output rotation to drive wheels. A speed change mechanism (hereinafter referred to as “variator”) and a first speed change stage that is provided in series with the variator, and that has a lower speed ratio than the first speed change speed, are provided as a forward speed change stage. And an overall transmission ratio of the variator and the auxiliary transmission mechanism to be achieved in the driving state based on the driving state of the vehicle and a shift line selected according to the accelerator opening (hereinafter referred to as “ The through-thru transmission ratio setting means for setting the through-thru transmission ratio) and the actual value of the through-transmission ratio (hereinafter referred to as "actual through-transmission ratio") Added with the specified transient response Shift control means for controlling at least one of the transmission ratio of the variator and the shift stage of the auxiliary transmission mechanism, and the auxiliary transmission mechanism when the actual through transmission ratio changes across a predetermined mode switching transmission ratio. And a low-speed mode that is set to the Low side with respect to the shift line, and a shift mechanism that changes the gear ratio of the variator in a direction opposite to the direction in which the gear ratio of the auxiliary transmission mechanism changes. A virtual shift line for high speed, a virtual shift line for high speed mode that is set to the High side with respect to the shift line, and a shift that determines whether or not an improvement in shift response of the continuously variable transmission is required based on the driving state of the vehicle When it is determined that the response improvement request determination means and the sub-transmission mechanism are at a low speed and the transmission response of the continuously variable transmission is required to be improved, the shift line is changed from the current shift line to the low shift speed. Switched virtual shift line for mode, the when the actual through speed ratio varies across the High side the mode switch speed ratio from the Low side, the high-speed mode imaginary shift the shift line from the imaginary shift line for the low-speed mode There is provided a continuously variable transmission comprising: a shift time shortening means for changing the reaching through speed ratio to the High side by switching to a line .

また、本発明のある態様によれば、車両に搭載され、エンジンの出力回転を変速して駆動輪に伝達する無段変速機であって、変速比を無段階に変更することができるベルト式無段変速機構(以下、「バリエータ」という。)と、前記バリエータに対して直列に設けられ、前進用変速段として第1変速段と該第1変速段よりも変速比の小さな第2変速段とを有する副変速機構とを備えた無段変速機の制御方法であって、前記車両の運転状態とアクセル開度に応じて選択される変速線とに基づき、該運転状態で達成すべき前記バリエータ及び前記副変速機構の全体の変速比(以下、「スルー変速比」という。)を到達スルー変速比として設定する到達スルー変速比設定ステップと、前記スルー変速比の実際値(以下、「実スルー変速比」という。)が、前記到達スルー変速比に所定の過渡応答で追従するように前記バリエータの変速比及び前記副変速機構の変速段の少なくとも一方を制御する変速制御ステップと、前記実スルー変速比が所定のモード切換変速比を跨いで変化したときに前記副変速機構の変速段を変更するとともに前記バリエータの変速比を前記副変速機構の変速比が変化する方向と逆の方向に変更する協調変速ステップと、前記変速線に対してLow側に低速モード用仮想変速線を設定するステップと、前記変速線に対してHigh側に高速モード用仮想変速線を設定するステップと、前記車両の運転状態に基づき前記無段変速機の変速応答向上が要求されているか判定するステップと、前記副変速機構が低速段、かつ、前記無段変速機の変速応答向上が要求されていると判定された場合には、変速線を現在の変速線から前記低速モード用仮想変速線に切り換え、前記実スルー変速比が前記モード切換変速比をLow側からHigh側に跨いで変化したときに、変速線を前記低速モード用仮想変速線から前記高速モード用仮想変速線に切り換えることで前記到達スルー変速比をHigh側に変更する変速時間短縮ステップと、を含むことを特徴とする無段変速機の制御方法が提供される。 Further, according to an aspect of the present invention, there is provided a continuously variable transmission that is mounted on a vehicle and that shifts the output rotation of the engine and transmits the output rotation to the drive wheels, the speed ratio being continuously variable. A continuously variable transmission mechanism (hereinafter referred to as “variator”) and a second shift stage that is provided in series with the variator and has a lower speed ratio than the first shift stage as a forward shift stage. And a sub-transmission mechanism having a sub-transmission mechanism, and based on the driving state of the vehicle and a shift line selected according to the accelerator opening, the method to be achieved in the driving state An attainment through speed ratio setting step for setting an overall speed ratio of the variator and the auxiliary transmission mechanism (hereinafter referred to as “through speed ratio”) as an attainment through speed ratio, and an actual value of the through speed ratio (hereinafter, “actual speed ratio”). "Through transmission ratio". A shift control step for controlling at least one of the gear ratio of the variator and the gear position of the auxiliary transmission mechanism so as to follow the reaching through gear ratio with a predetermined transient response, and the actual through gear ratio is a predetermined mode. A cooperative shift step for changing the gear ratio of the sub-transmission mechanism when changing across the switching gear ratio and changing the gear ratio of the variator in a direction opposite to the direction in which the gear ratio of the sub-transmission mechanism changes; The step of setting a low speed mode virtual shift line on the Low side with respect to the shift line, the step of setting the high speed mode virtual shift line on the High side with respect to the shift line, and the vehicle based on the driving state A step of determining whether or not a speed change response of the continuously variable transmission is required; and a step where the auxiliary speed change mechanism is at a low speed and a speed change response of the continuously variable transmission is required. And when it is determined in the shift line switching from the current shift line in the low speed mode imaginary shift line, the when the actual through speed ratio varies across the High side the mode switch speed ratio from the Low side A step of shortening the shift time by switching the shift line from the low-speed mode virtual shift line to the high-speed mode virtual shift line to change the attainment through speed ratio to the high side. A machine control method is provided.

これらの態様によれば、実スルー変速比がモード切換変速比をLow側からHigh側に跨いで変化したときは到達スルー変速比がHigh側に変更される。これにより、協調変速時のバリエータの変速比変化量が縮小されるので、協調変速に要する時間を短縮し、アップシフト時の変速応答性を向上させることができる。   According to these aspects, when the actual through speed ratio changes from the low side to the high side, the ultimate through speed ratio is changed to the high side. Thereby, since the amount of change in the gear ratio of the variator at the time of cooperative shift is reduced, the time required for the cooperative shift can be shortened, and the shift response at the time of upshift can be improved.

本発明の実施形態に係る無段変速機を搭載した車両の概略構成図である。1 is a schematic configuration diagram of a vehicle equipped with a continuously variable transmission according to an embodiment of the present invention. 変速機コントローラの内部構成を示した図である。It is the figure which showed the internal structure of the transmission controller. 変速マップの一例を示した図である。It is the figure which showed an example of the transmission map. 変速機コントローラによって実行される変速制御プログラムの内容を示したフローチャートである。It is the flowchart which showed the content of the shift control program performed by the transmission controller. 変速機コントローラによって実行される変速制御プログラムの内容を示したフローチャートである。It is the flowchart which showed the content of the shift control program performed by the transmission controller. 本発明の実施形態による変速動作を説明するための図である。It is a figure for demonstrating the speed change operation | movement by embodiment of this invention. 本発明の作用効果を説明するためのタイミングチャートである。It is a timing chart for demonstrating the effect of this invention.

以下、添付図面を参照しながら本発明の実施形態について説明する。なお、以下の説明において、ある変速機構の「変速比」は、当該変速機構の入力回転速度を当該変速機構の出力回転速度で割って得られる値である。また、「最Low変速比」は当該変速機構の最大変速比、「最High変速比」は当該変速機構の最小変速比である。   Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In the following description, the “transmission ratio” of a transmission mechanism is a value obtained by dividing the input rotational speed of the transmission mechanism by the output rotational speed of the transmission mechanism. The “lowest speed ratio” is the maximum speed ratio of the transmission mechanism, and the “highest speed ratio” is the minimum speed ratio of the transmission mechanism.

図1は本発明の実施形態に係る無段変速機を搭載した車両の概略構成図である。この車両は動力源としてエンジン1を備える。エンジン1の出力回転は、ロックアップクラッチ付きトルクコンバータ2、第1ギヤ列3、無段変速機(以下、単に「変速機4」という。)、第2ギヤ列5、終減速装置6を介して駆動輪7へと伝達される。第2ギヤ列5には駐車時に変速機4の出力軸を機械的に回転不能にロックするパーキング機構8が設けられている。   FIG. 1 is a schematic configuration diagram of a vehicle equipped with a continuously variable transmission according to an embodiment of the present invention. This vehicle includes an engine 1 as a power source. The output rotation of the engine 1 is via a torque converter 2 with a lock-up clutch, a first gear train 3, a continuously variable transmission (hereinafter simply referred to as "transmission 4"), a second gear train 5, and a final reduction gear 6. Is transmitted to the drive wheel 7. The second gear train 5 is provided with a parking mechanism 8 that mechanically locks the output shaft of the transmission 4 at the time of parking.

また、車両には、エンジン1の動力の一部を利用して駆動されるオイルポンプ10と、オイルポンプ10からの油圧を調圧して変速機4の各部位に供給する油圧制御回路11と、油圧制御回路11を制御する変速機コントローラ12とが設けられている。   Further, the vehicle includes an oil pump 10 that is driven using a part of the power of the engine 1, a hydraulic control circuit 11 that regulates the hydraulic pressure from the oil pump 10 and supplies the hydraulic pressure to each part of the transmission 4, A transmission controller 12 that controls the hydraulic control circuit 11 is provided.

変速機4は、ベルト式無段変速機構(以下、「バリエータ20」という。)と、バリエータ20に直列に設けられる副変速機構30とを備える。「直列に設けられる」とはエンジン1から駆動輪7に至るまでの動力伝達経路においてバリエータ20と副変速機構30が直列に設けられるという意味である。副変速機構30は、この例のようにバリエータ20の出力軸に直接接続されていてもよいし、その他の変速ないし動力伝達機構(例えば、ギヤ列)を介して接続されていてもよい。あるいは、副変速機構30はバリエータ20の前段(入力軸側)に接続されていてもよい。   The transmission 4 includes a belt-type continuously variable transmission mechanism (hereinafter referred to as “variator 20”) and an auxiliary transmission mechanism 30 provided in series with the variator 20. “Provided in series” means that the variator 20 and the auxiliary transmission mechanism 30 are provided in series in the power transmission path from the engine 1 to the drive wheels 7. The auxiliary transmission mechanism 30 may be directly connected to the output shaft of the variator 20 as in this example, or may be connected via another transmission or power transmission mechanism (for example, a gear train). Alternatively, the auxiliary transmission mechanism 30 may be connected to the front stage (input shaft side) of the variator 20.

バリエータ20は、プライマリプーリ21と、セカンダリプーリ22と、プーリ21、22の間に掛け回されるVベルト23とを備える。プーリ21、22は、それぞれ固定円錐板と、この固定円錐板に対してシーブ面を対向させた状態で配置され固定円錐板との間にV溝を形成する可動円錐板と、この可動円錐板の背面に設けられて可動円錐板を軸方向に変位させる油圧シリンダ23a、23bとを備える。油圧シリンダ23a、23bに供給される油圧を調整すると、V溝の幅が変化してVベルト23と各プーリ21、22との接触半径が変化し、バリエータ20の変速比が無段階に変化する。   The variator 20 includes a primary pulley 21, a secondary pulley 22, and a V belt 23 that is wound around the pulleys 21 and 22. Each of the pulleys 21 and 22 includes a fixed conical plate, a movable conical plate that is arranged with a sheave surface facing the fixed conical plate, and forms a V-groove between the fixed conical plate and the movable conical plate. The hydraulic cylinders 23a and 23b are provided on the back of the movable cylinder to displace the movable conical plate in the axial direction. When the hydraulic pressure supplied to the hydraulic cylinders 23a and 23b is adjusted, the width of the V groove changes, the contact radius between the V belt 23 and each pulley 21 and 22 changes, and the transmission ratio of the variator 20 changes steplessly. .

副変速機構30は前進2段・後進1段の変速機構である。副変速機構30は、2つの遊星歯車のキャリアを連結したラビニョウ型遊星歯車機構31と、ラビニョウ型遊星歯車機構31を構成する複数の回転要素に接続され、それらの連係状態を変更する複数の摩擦締結要素(Lowブレーキ32、Highクラッチ33、Revブレーキ34)とを備える。各摩擦締結要素32〜34への供給油圧を調整し、各摩擦締結要素32〜34の締結・解放状態を変更すると、副変速機構30の変速段が変更される。   The subtransmission mechanism 30 is a transmission mechanism having two forward speeds and one reverse speed. The sub-transmission mechanism 30 is connected to a Ravigneaux type planetary gear mechanism 31 in which two planetary gear carriers are connected, and a plurality of friction elements connected to a plurality of rotating elements constituting the Ravigneaux type planetary gear mechanism 31 to change their linkage state. Fastening elements (Low brake 32, High clutch 33, Rev brake 34) are provided. When the hydraulic pressure supplied to each of the frictional engagement elements 32 to 34 is adjusted and the engagement / release state of each of the frictional engagement elements 32 to 34 is changed, the gear position of the auxiliary transmission mechanism 30 is changed.

例えば、Lowブレーキ32を締結し、Highクラッチ33とRevブレーキ34を解放すれば副変速機構30の変速段は1速となる。Highクラッチ33を締結し、Lowブレーキ32とRevブレーキ34を解放すれば副変速機構30の変速段は1速よりも変速比が小さな2速となる。また、Revブレーキ34を締結し、Lowブレーキ32とHighクラッチ33を解放すれば副変速機構30の変速段は後進となる。なお、以下の説明では、副変速機構30の変速段が1速であるとき「変速機4が低速モードである」と表現し、2速であるとき「変速機4が高速モードである」と表現する。   For example, if the Low brake 32 is engaged and the High clutch 33 and the Rev brake 34 are released, the gear position of the subtransmission mechanism 30 is the first speed. If the high clutch 33 is engaged and the low brake 32 and the rev brake 34 are released, the speed stage of the subtransmission mechanism 30 becomes the second speed having a smaller speed ratio than the first speed. Further, if the Rev brake 34 is engaged and the Low brake 32 and the High clutch 33 are released, the shift speed of the subtransmission mechanism 30 is reverse. In the following description, it is expressed that “the transmission 4 is in the low speed mode” when the shift speed of the auxiliary transmission mechanism 30 is the first speed, and “the transmission 4 is in the high speed mode” when the speed is the second speed. Express.

変速機コントローラ12は、図2に示すように、CPU121と、RAM・ROMからなる記憶装置122と、入力インターフェース123と、出力インターフェース124と、これらを相互に接続するバス125とから構成される。   As shown in FIG. 2, the transmission controller 12 includes a CPU 121, a storage device 122 including a RAM and a ROM, an input interface 123, an output interface 124, and a bus 125 that interconnects them.

入力インターフェース123には、アクセルペダルの操作量であるアクセル開度APOを検出するアクセル開度センサ41の出力信号、変速機4の入力回転速度(=プライマリプーリ21の回転速度、以下、「プライマリ回転速度Npri」という。)を検出する回転速度センサ42の出力信号、車速VSPを検出する車速センサ43の出力信号、変速機4の油温TMPを検出する油温センサ44の出力信号、セレクトレバーの位置を検出するインヒビタスイッチ45の出力信号、車両が現在走行中の路面の勾配を検出する勾配センサ46の出力信号などが入力される。   The input interface 123 includes an output signal of an accelerator opening sensor 41 that detects an accelerator opening APO that is an operation amount of an accelerator pedal, an input rotation speed of the transmission 4 (= rotation speed of the primary pulley 21, hereinafter, “primary rotation”). The output signal of the rotational speed sensor 42 for detecting the speed Npri), the output signal of the vehicle speed sensor 43 for detecting the vehicle speed VSP, the output signal of the oil temperature sensor 44 for detecting the oil temperature TMP of the transmission 4, and the select lever An output signal of the inhibitor switch 45 that detects the position, an output signal of the gradient sensor 46 that detects the gradient of the road surface on which the vehicle is currently traveling, and the like are input.

記憶装置122には、変速機4の変速制御プログラム(図4A、図4B)、この変速制御プログラムで用いる変速マップ(図3)が格納されている。CPU121は、記憶装置122に格納されている変速制御プログラムを読み出して実行し、入力インターフェース123を介して入力される各種信号に対して各種演算処理を施して変速制御信号を生成し、生成した変速制御信号を出力インターフェース124を介して油圧制御回路11に出力する。CPU121が演算処理で使用する各種値、その演算結果は記憶装置122に適宜格納される。   The storage device 122 stores a shift control program (FIGS. 4A and 4B) of the transmission 4 and a shift map (FIG. 3) used in the shift control program. The CPU 121 reads out and executes a shift control program stored in the storage device 122, performs various arithmetic processes on various signals input via the input interface 123, generates a shift control signal, and generates the generated shift control program. A control signal is output to the hydraulic control circuit 11 via the output interface 124. Various values used in the arithmetic processing by the CPU 121 and the arithmetic results are appropriately stored in the storage device 122.

油圧制御回路11は複数の流路、複数の油圧制御弁で構成される。油圧制御回路11は、変速機コントローラ12からの変速制御信号に基づき、複数の油圧制御弁を制御して油圧の供給経路を切り換えるとともにオイルポンプ10で発生した油圧から必要な油圧を調製し、これを変速機4の各部位に供給する。これにより、バリエータ20の変速比、副変速機構30の変速段が変更され、変速機4の変速が行われる。   The hydraulic control circuit 11 includes a plurality of flow paths and a plurality of hydraulic control valves. Based on the shift control signal from the transmission controller 12, the hydraulic control circuit 11 controls a plurality of hydraulic control valves to switch the hydraulic pressure supply path, and prepares the necessary hydraulic pressure from the hydraulic pressure generated by the oil pump 10, Is supplied to each part of the transmission 4. As a result, the gear ratio of the variator 20 and the gear position of the subtransmission mechanism 30 are changed, and the transmission 4 is shifted.

図3は記憶装置122に格納される変速マップの一例を示している。変速機コントローラ12は、この変速マップに基づき、車両の運転状態(この実施形態では車速VSP、プライマリ回転速度Npri、アクセル開度APO)に応じて、バリエータ20、副変速機構30を制御する。   FIG. 3 shows an example of the shift map stored in the storage device 122. Based on this shift map, the transmission controller 12 controls the variator 20 and the subtransmission mechanism 30 according to the driving state of the vehicle (in this embodiment, the vehicle speed VSP, the primary rotational speed Npri, and the accelerator opening APO).

この変速マップでは、変速機4の動作点が車速VSPとプライマリ回転速度Npriとにより定義される。変速機4の動作点と変速マップ左下隅の零点を結ぶ線の傾きが変速機4の変速比(バリエータ20の変速比に副変速機構30の変速比を掛けて得られる全体の変速比、以下、「スルー変速比」という。)に対応する。この変速マップには、従来のベルト式無段変速機の変速マップと同様に、アクセル開度APO毎に変速線が設定されており、変速機4の変速はアクセル開度APOに応じて選択される変速線に従って行われる。なお、図3には簡単のため、全負荷線(アクセル開度APO=8/8のときの変速線)、パーシャル線(アクセル開度APO=4/8のときの変速線)、コースト線(アクセル開度APO=0/8のときの変速線)のみが示されている。   In this shift map, the operating point of the transmission 4 is defined by the vehicle speed VSP and the primary rotational speed Npri. The slope of the line connecting the operating point of the transmission 4 and the zero point of the lower left corner of the transmission map is the transmission ratio of the transmission 4 (the overall transmission ratio obtained by multiplying the transmission ratio of the variator 20 by the transmission ratio of the subtransmission mechanism 30; , Referred to as “through gear ratio”). Similar to the shift map of the conventional belt type continuously variable transmission, a shift line is set for each accelerator opening APO, and the shift of the transmission 4 is selected according to the accelerator opening APO. According to the shift line. For simplicity, FIG. 3 shows a full load line (shift line when accelerator opening APO = 8/8), partial line (shift line when accelerator opening APO = 4/8), coast line ( Only the shift line when the accelerator opening APO = 0/8 is shown.

変速機4が低速モードのときは、変速機4はバリエータ20の変速比を最Low変速比にして得られる低速モード最Low線とバリエータ20の変速比を最High変速比にして得られる低速モード最High線の間で変速することができる。このとき、変速機4の動作点はA領域とB領域内を移動する。一方、変速機4が高速モードのときは、変速機4はバリエータ20の変速比を最Low変速比にして得られる高速モード最Low線とバリエータ20の変速比を最High変速比にして得られる高速モード最High線の間で変速することができる。このとき、変速機4の動作点はB領域とC領域内を移動する。   When the transmission 4 is in the low speed mode, the transmission 4 can be obtained by setting the low speed mode lowest line obtained by setting the speed ratio of the variator 20 to the lowest speed ratio and the speed ratio of the variator 20 being the highest speed ratio. The speed can be changed between the highest lines. At this time, the operating point of the transmission 4 moves in the A region and the B region. On the other hand, when the transmission 4 is in the high speed mode, the transmission 4 is obtained by setting the maximum speed line of the high speed mode obtained by setting the transmission ratio of the variator 20 as the lowest transmission ratio and the transmission ratio of the variator 20 as the highest transmission ratio. It is possible to shift between the high-speed mode highest line. At this time, the operating point of the transmission 4 moves in the B region and the C region.

副変速機構30の各変速段の変速比は、低速モード最High線に対応する変速比(低速モード最High変速比)が高速モード最Low線に対応する変速比(高速モード最Low変速比)よりも小さくなるように設定される。これにより、低速モードでとりうる変速機4のスルー変速比の範囲(図中、「低速モードレシオ範囲」)と高速モードでとりうる変速機4のスルー変速比の範囲(図中、「高速モードレシオ範囲」)とが部分的に重複し、変速機4の動作点が高速モード最Low線と低速モード最High線で挟まれるB領域にあるときは、変速機4は低速モード、高速モードのいずれのモードも選択可能になっている。   The gear ratio of each gear stage of the sub-transmission mechanism 30 is such that the gear ratio corresponding to the low speed mode highest line (low speed mode highest high gear ratio) corresponds to the high speed mode lowest line (high speed mode lowest gear ratio). It is set to be smaller than that. Accordingly, the range of the through speed ratio of the transmission 4 that can be achieved in the low speed mode (“low speed mode ratio range” in the figure) and the range of the through speed ratio of the transmission 4 that can be taken in the high speed mode (“high speed mode” in the figure). Ratio range ”) partially overlaps and the operating point of the transmission 4 is in the B region sandwiched between the high-speed mode lowest line and the low-speed mode highest line, the transmission 4 is in the low-speed mode and the high-speed mode. Either mode can be selected.

また、この変速マップ上には副変速機構30の変速を行うモード切換変速線が低速モード最High線上に重なるように設定されている。モード切換変速線に対応するスルー変速比(以下、「モード切換変速比mRatio」という。)は低速モード最High変速比と等しい値に設定される。モード切換変速線をこのように設定するのは、バリエータ20の変速比が小さいほど副変速機構30への入力トルクが小さくなり、副変速機構30を変速させる際の変速ショックを抑えられるからである。   Further, on this shift map, a mode switching shift line for shifting the subtransmission mechanism 30 is set so as to overlap the low speed mode highest line. The through speed change ratio (hereinafter referred to as “mode change speed change ratio mRatio”) corresponding to the mode change speed change line is set to a value equal to the low speed mode highest speed change ratio. The reason why the mode switching shift line is set in this way is that the smaller the gear ratio of the variator 20 is, the smaller the input torque to the subtransmission mechanism 30 is, so that a shift shock when shifting the subtransmission mechanism 30 can be suppressed. .

そして、変速機4の動作点がモード切換変速線を横切った場合、すなわち、スルー変速比の実際値(以下、「実スルー変速比Ratio」という。)がモード切換変速比mRatioを跨いで変化した場合は、変速機コントローラ12は以下に説明する協調変速を行い、高速モード−低速モード間の切換えを行う。   When the operating point of the transmission 4 crosses the mode switching speed line, that is, the actual value of the through speed ratio (hereinafter referred to as “actual through speed ratio Ratio”) changes across the mode switching speed ratio mRatio. In this case, the transmission controller 12 performs the cooperative shift described below, and switches between the high speed mode and the low speed mode.

協調変速では、変速機コントローラ12は、副変速機構30の変速を行うとともに、バリエータ20の変速比を副変速機構30の変速比が変化する方向と逆の方向に変更する。このとき、副変速機構30の変速比が実際に変化するイナーシャフェーズとバリエータ20の変速比が変化する期間を同期させる。バリエータ20の変速比を副変速機構30の変速比変化と逆の方向に変化させるのは、実スルー変速比Ratioに段差が生じることによる入力回転の変化が運転者に違和感を与えないようにするためである。   In the coordinated shift, the transmission controller 12 shifts the auxiliary transmission mechanism 30 and changes the transmission ratio of the variator 20 in a direction opposite to the direction in which the transmission ratio of the auxiliary transmission mechanism 30 changes. At this time, the inertia phase in which the gear ratio of the auxiliary transmission mechanism 30 actually changes and the period in which the gear ratio of the variator 20 changes are synchronized. The reason why the speed ratio of the variator 20 is changed in the direction opposite to the speed ratio change of the auxiliary speed change mechanism 30 is to prevent the change in the input rotation caused by the step in the actual through speed ratio Ratio from giving the driver a sense of incongruity. Because.

具体的には、変速機4の実スルー変速比Ratioがモード切換変速比mRatioをLow側からHigh側に跨いで変化したときは、変速機コントローラ12は、副変速機構30の変速段を1速から2速に変更(1−2変速)するとともに、バリエータ20の変速比をLow側に変更する。   Specifically, when the actual through speed ratio Ratio of the transmission 4 changes the mode switching speed ratio mRatio from the Low side to the High side, the transmission controller 12 changes the speed of the subtransmission mechanism 30 to the first speed. The gear ratio of the variator 20 is changed to the Low side.

逆に、変速機4の実スルー変速比Ratioがモード切換変速比mRatioをHigh側からLow側に跨いで変化したときは、変速機コントローラ12は、副変速機構30の変速段を2速から1速に変更(2−1変速)するとともに、バリエータ20の変速比をHigh側に変更する。   Conversely, when the actual through speed ratio Ratio of the transmission 4 changes the mode switching speed ratio mRatio from the High side to the Low side, the transmission controller 12 changes the speed of the subtransmission mechanism 30 from the second speed to the first speed. In addition to changing to a high speed (2-1 shift), the transmission ratio of the variator 20 is changed to the High side.

ところで、バリエータ20の変速速度は副変速機構30に比べて遅いため、協調変速に要する時間はバリエータ20の変速速度によって支配される。このため、協調変速時に実スルー変速比Ratioが一定に維持されるようにバリエータ20を変速させていると協調変速に要する時間の設計自由度が低く、運転状態によって異なる変速応答要求に応えることが難しい。   By the way, since the speed change speed of the variator 20 is slower than that of the auxiliary speed change mechanism 30, the time required for the cooperative speed change is governed by the speed change speed of the variator 20. For this reason, if the variator 20 is shifted so that the actual through speed ratio Ratio is maintained constant during the coordinated shift, the time required for the coordinated shift is low in design freedom, and it is possible to meet different shift response requests depending on the driving conditions. difficult.

そこで、変速機コントローラ12は、高い変速応答が要求される状況では、協調変速におけるバリエータ20の変速比変化量を縮小することにより、協調変速に要する時間を短縮し、変速応答性を向上させる。   Therefore, in a situation where a high shift response is required, the transmission controller 12 reduces the time required for the coordinated shift by reducing the speed ratio change amount of the variator 20 in the coordinated shift, and improves the shift response.

図4A、図4Bは変速機コントローラ12の記憶装置122に格納される変速制御プログラムの一例を示している。これを参照しながら、変速機コントローラ12が実行する変速制御の具体的内容について説明する。   4A and 4B show an example of a shift control program stored in the storage device 122 of the transmission controller 12. The specific contents of the shift control executed by the transmission controller 12 will be described with reference to this.

S11では、変速機コントローラ12は、車両の運転状態に基づき、副変速機構30の変速段が1速、かつ、変速機4の変速応答向上が要求されているか判定する。変速機コントローラ12は、以下に示す条件(1)〜(3)のうち、少なくとも一つが成立した場合に、変速機4の変速応答向上が要求されていると判定する。   In S <b> 11, the transmission controller 12 determines whether or not the shift speed of the subtransmission mechanism 30 is the first speed and the transmission response improvement of the transmission 4 is requested based on the driving state of the vehicle. The transmission controller 12 determines that the transmission response improvement of the transmission 4 is requested when at least one of the following conditions (1) to (3) is satisfied.

(1)アクセル開度APOが所定の高開度(例えば、APO=6/8)よりも大きく、車両が加速中である。   (1) The accelerator opening APO is larger than a predetermined high opening (for example, APO = 6/8), and the vehicle is accelerating.

(2)現在走行中の路面の勾配が所定の高勾配(例えば、5%)よりも大きく、車両が登坂走行中である。   (2) The slope of the road surface that is currently traveling is greater than a predetermined high gradient (for example, 5%), and the vehicle is traveling uphill.

(3)変速機4の油温TMPが所定の高温度(例えば、80℃)よりも高く、あるいは、副変速機構30を構成する摩擦締結要素32〜34の温度が許容上限温度(例えば、焼損温度に対して余裕を持たせた所定の高温度)よりも高く、摩擦締結要素32〜34の発熱量を抑える必要がある。   (3) The oil temperature TMP of the transmission 4 is higher than a predetermined high temperature (for example, 80 ° C.), or the temperature of the frictional engagement elements 32 to 34 constituting the auxiliary transmission mechanism 30 is an allowable upper limit temperature (for example, burning) It is necessary to suppress the calorific value of the frictional engagement elements 32 to 34 higher than a predetermined high temperature with a margin for the temperature.

なお、変速機4の変速応答向上が要求されていると判定する条件は、ここに示した条件に限定されず、必要に応じて、他の条件(例えば、車両がスポーツモード、マニュアルモードで走行中)を追加してもよい。   Note that the condition for determining that the transmission response improvement of the transmission 4 is required is not limited to the condition shown here, and other conditions (for example, the vehicle travels in the sport mode or the manual mode as necessary). Middle) may be added.

副変速機構30の変速段が1速、かつ、変速機4の変速応答向上が要求されていると判定された場合は処理が図4BのS22に進み、そうでない場合は処理がS12に進む。   If it is determined that the gear position of the subtransmission mechanism 30 is the first speed and that the transmission response improvement of the transmission 4 is required, the process proceeds to S22 in FIG. 4B, and if not, the process proceeds to S12.

S12では、変速機コントローラ12は、図3に示した変速マップから、現在の車速VSP及びアクセル開度APOに対応する値を検索し、これを到達プライマリ回転速度DsrREVとして設定する。到達プライマリ回転速度DsrREVは、現在の車速VSP及びアクセル開度APOにおいて達成すべきプライマリ回転速度であり、プライマリ回転速度の定常的な目標値である。   In S12, the transmission controller 12 retrieves values corresponding to the current vehicle speed VSP and the accelerator opening APO from the shift map shown in FIG. 3, and sets them as the reached primary rotational speed DsrREV. The reached primary rotational speed DsrREV is a primary rotational speed to be achieved at the current vehicle speed VSP and the accelerator opening APO, and is a steady target value of the primary rotational speed.

S13では、変速機コントローラ12は、到達プライマリ回転速度DsrREVを車速VSP、終減速装置6の終減速比fRatioで割って、到達スルー変速比DRatioを演算する。到達スルー変速比DRatioは、現在の車速VSP及びアクセル開度APOで達成すべきスルー変速比であり、スルー変速比の定常的な目標値である。   In S13, the transmission controller 12 calculates the ultimate through speed ratio DRatio by dividing the ultimate primary rotational speed DsrREV by the vehicle speed VSP and the final reduction ratio fRatio of the final reduction gear 6. The reached through speed ratio DRatio is a through speed ratio to be achieved at the current vehicle speed VSP and the accelerator opening APO, and is a steady target value of the through speed ratio.

S14では、変速機コントローラ12は、実スルー変速比Ratioを、変速開始時の値から到達スルー変速比DRatioまで所定の過渡応答で変化させるための目標スルー変速比Ratio0を設定する。目標スルー変速比Ratio0は、スルー変速比の過渡的な目標値である。所定の過渡応答は、例えば、一次遅れ応答であり、目標スルー変速比Ratio0は到達スルー変速比DRatioに漸近するように設定される。なお、実スルー変速比Ratioは、現在の車速VSPとプライマリ回転速度Npriに基づき、必要に応じてその都度演算される(以下、同じ)。   In S14, the transmission controller 12 sets a target through speed ratio Ratio0 for changing the actual through speed ratio Ratio from a value at the time of start of shifting to the reached through speed ratio DRatio with a predetermined transient response. The target through speed ratio Ratio0 is a transient target value of the through speed ratio. The predetermined transient response is, for example, a first-order lag response, and the target through speed ratio Ratio0 is set so as to gradually approach the ultimate through speed ratio DRatio. The actual through speed ratio Ratio is calculated whenever necessary based on the current vehicle speed VSP and the primary rotational speed Npri (hereinafter the same).

S15では、変速機コントローラ12は、実スルー変速比Ratioを目標スルー変速比Ratio0に制御する。具体的には、変速機コントローラ12は、目標スルー変速比Ratio0を副変速機構30の変速比で割ってバリエータ20の目標変速比vRatio0を演算し、バリエータ20の実変速比vRatioが目標変速比vRatio0になるようバリエータ20を制御する。これにより、実スルー変速比Ratioは所定の過渡応答で到達スルー変速比DRatioに追従する。   In S15, the transmission controller 12 controls the actual through speed ratio Ratio to the target through speed ratio Ratio0. Specifically, the transmission controller 12 calculates the target transmission ratio vRatio0 of the variator 20 by dividing the target through transmission ratio Ratio0 by the transmission ratio of the auxiliary transmission mechanism 30, and the actual transmission ratio vRatio of the variator 20 is the target transmission ratio vRatio0. The variator 20 is controlled so that As a result, the actual through speed ratio Ratio follows the reached through speed ratio DRatio with a predetermined transient response.

S16では、変速機コントローラ12は、変速機4の動作点がモード切換変速線を横切ったか、すなわち、実スルー変速比Ratioがモード切換変速比mRatioを跨いで変化したか判定する。肯定的な判定がなされたときは処理がS17に進み、そうでない場合は処理がS18に進む。   In S16, the transmission controller 12 determines whether the operating point of the transmission 4 has crossed the mode switching speed line, that is, whether the actual through speed ratio Ratio has changed across the mode switching speed ratio mRatio. If a positive determination is made, the process proceeds to S17, and if not, the process proceeds to S18.

S17では、変速機コントローラ12は、協調変速を実行する。協調変速では、変速機コントローラ12は、副変速機構30の変速(現在の変速段が1速であれば1−2変速、2速であれば2−1変速)を行うとともに、バリエータ20の実変速比vRatioを副変速機構30の変速比が変化する方向と逆の方向に変更し、協調変速の前後で実スルー変速比Ratioに段差が生じないようにする。   In S17, the transmission controller 12 performs a coordinated shift. In the coordinated shift, the transmission controller 12 performs a shift of the auxiliary transmission mechanism 30 (1-2 shift if the current shift speed is 1 speed, 2-1 shift if the current shift speed is 1 speed), and The gear ratio vRatio is changed to a direction opposite to the direction in which the gear ratio of the subtransmission mechanism 30 changes, so that no step is generated in the actual through gear ratio Ratio before and after the cooperative gear shift.

S18では、変速機コントローラ12は、変速機4の変速が完了したか判定する。具体的には、変速機コントローラ12は、実スルー変速比Ratioと到達スルー変速比DRatioの偏差が所定値よりも小さくなったら変速完了と判定する。変速が完了したと判定されたら処理が終了し、そうでない場合は変速が完了したと判定されるまでS14〜S18の処理が繰り返される。   In S18, the transmission controller 12 determines whether or not the shift of the transmission 4 has been completed. Specifically, the transmission controller 12 determines that the shift is complete when the deviation between the actual through speed ratio Ratio and the reached through speed ratio DRatio becomes smaller than a predetermined value. If it is determined that the shift has been completed, the process ends. If not, the processes of S14 to S18 are repeated until it is determined that the shift has been completed.

一方、処理がS11から図4BのS21に進んだ場合(副変速機構30の変速段=1速、かつ、高変速応答要求あり)は、変速機コントローラ12は、低速モード用仮想変速線と高速モード用仮想変速線を設定する。低速モード用仮想変速線、高速モード用仮想変速線は、図5に示すように、それぞれ現在のアクセル開度APOに対応する変速線(元となる変速線)のLow側とHigh側に設定される。元となる変速線に対する低速モード用仮想変速線、高速モード用仮想変速線のずれ量は、後述する変速時間を短縮した協調変速を行った場合に生じる実スルー変速比Ratioの段差によるエンジン1の回転速度変化が許容レベルに収まる範囲で設定される。   On the other hand, when the process proceeds from S11 to S21 in FIG. 4B (the shift stage of the subtransmission mechanism 30 is 1st speed and a high speed response is requested), the transmission controller 12 uses the low speed mode virtual shift line and the high speed. Sets the mode virtual shift line. As shown in FIG. 5, the low-speed mode virtual shift line and the high-speed mode virtual shift line are set on the Low side and High side of the shift line (original shift line) corresponding to the current accelerator opening APO, respectively. The The amount of deviation between the low-speed mode virtual shift line and the high-speed mode virtual shift line with respect to the original shift line is determined by the step of the actual through speed ratio Ratio that occurs when a coordinated shift with shortened shift time, which will be described later, is performed. It is set in a range where the rotational speed change falls within an allowable level.

S22では、変速機コントローラ12は、変速線として低速モード用仮想変速線を選択する。   In S22, the transmission controller 12 selects the low speed mode virtual shift line as the shift line.

S23では、変速機コントローラ12は、低速用モード仮想変速線と現在の車速VSPに基づき、到達プライマリ回転速度DsrREVを設定する。   In S23, the transmission controller 12 sets the reached primary rotational speed DsrREV based on the low-speed mode virtual shift line and the current vehicle speed VSP.

S24〜S28では、S13〜S18と同様に、変速機コントローラ12は、到達スルー変速比DRatio、目標スルー変速比Ratio0を設定し、実スルー変速比Ratioを目標スルー変速比Ratio0に制御する処理を繰り返す。そして、この間に、変速機4の動作点がモード切換変速線を横切った、すなわち、実スルー変速比Ratioがモード切換変速比mRatioを跨いで変化したと判定されると、処理がS31に進む。   In S24 to S28, as in S13 to S18, the transmission controller 12 repeats the process of setting the final through speed ratio DRatio and the target through speed ratio Ratio0 and controlling the actual through speed ratio Ratio to the target through speed ratio Ratio0. . During this time, if it is determined that the operating point of the transmission 4 has crossed the mode switching speed line, that is, the actual through speed ratio Ratio has changed across the mode switching speed ratio mRatio, the process proceeds to S31.

S31では、変速機コントローラ12は、変速線として高速モード用仮想変速線を選択する(変速線の切換え)。   In S31, the transmission controller 12 selects the high-speed mode virtual shift line as the shift line (shift line switching).

S32〜S34では、変速機コントローラ12は、高速用モード仮想変速線と現在の車速VSPに基づき、到達プライマリ回転速度DsrREVを再設定し、これに基づき到達スルー変速比DRatioの再演算、目標スルー変速比Ratio0の再設定を行う。   In S32 to S34, the transmission controller 12 resets the ultimate primary rotational speed DsrREV based on the high-speed mode virtual shift line and the current vehicle speed VSP, and recalculates the ultimate through speed ratio DRatio based on this, and the target through speed change. The ratio Ratio0 is reset.

S35では、変速機コントローラ12は変速時間を短縮した協調変速を実行する。S35で実行される協調変速では、変速機コントローラ12は、副変速機構30の1−2変速を行うとともに、実スルー変速比RatioがS34で再設定された目標スルー変速比Ratio0となるように、バリエータ20の実変速比vRatioを副変速機構30の変速比が変化する方向と逆の方向に変更させる。   In S35, the transmission controller 12 executes a coordinated shift with a shortened shift time. In the coordinated shift executed in S35, the transmission controller 12 performs the 1-2 shift of the auxiliary transmission mechanism 30, and the actual through speed ratio Ratio is set to the target through speed ratio Ratio0 reset in S34. The actual speed ratio vRatio of the variator 20 is changed in the direction opposite to the direction in which the speed ratio of the subtransmission mechanism 30 changes.

S31で変速線が低速モード用仮想変速線から高速モード用過仮想変速線に変更されたことで、到達スルー変速比DRatio、及び、これに基づき演算される目標スルー変速比Ratio0がHigh側に変更されている。これにより、S35で実行される協調変速におけるバリエータ20の変速比変化量は縮小され、協調変速に要する時間はS17で実行される協調変速に比べて短縮される。   As the shift line is changed from the low speed mode virtual shift line to the high speed mode hypervirtual shift line in S31, the ultimate through speed ratio DRatio and the target through speed ratio Ratio0 calculated based on this change to the High side. Has been. As a result, the speed ratio change amount of the variator 20 in the coordinated shift executed in S35 is reduced, and the time required for the coordinated shift is shortened compared to the coordinated shift executed in S17.

協調変速が完了したら処理がS28に進み、変速機コントローラ12は、変速機4の変速完了を判定し、変速が完了していれば処理が終了する。処理が完了していなければ処理がS25に戻り、変速機4の変速が完了するまでS25〜S28の処理が繰り返される。   When the coordinated shift is completed, the process proceeds to S28, and the transmission controller 12 determines completion of the shift of the transmission 4, and if the shift is completed, the process ends. If the process is not completed, the process returns to S25, and the processes of S25 to S28 are repeated until the shift of the transmission 4 is completed.

続いて、上記変速制御を行うことによる作用効果について説明する。   Then, the effect by performing the said shift control is demonstrated.

上記変速制御によれば、実スルー変速比Ratioがモード切換変速比mRatioを跨いで変化すると、副変速機構30の変速段が変更されるとともにバリエータ20の変速比が副変速機構30の変速比が変化する方向と逆の方向に変更される協調変速が実行される。このとき、実スルー変速比Ratioがモード切換変速比mRatioをLow側からHigh側に跨いで変化したときは、到達スルー変速比DRatioがHigh側に変更される。   According to the above speed change control, when the actual through speed ratio Ratio changes across the mode switching speed ratio mRatio, the speed stage of the subtransmission mechanism 30 is changed and the speed ratio of the variator 20 is changed to the speed ratio of the subtransmission mechanism 30. A coordinated shift that is changed in a direction opposite to the changing direction is executed. At this time, when the actual through speed ratio Ratio changes over the mode switching speed ratio mRatio from the Low side to the High side, the ultimate through speed ratio DRatio is changed to the High side.

図5は、変速線が低速モード用仮想変速線から高速モード用仮想変速線に切り換えられることにより、変速線に沿って設定される到達スルー変速比DRatioがHigh側に変更される様子を矢印で示している。変速線の変更により到達スルー変速比DRatioがHigh側に変更されると、協調変速後にバリエータ20が到達すべき変速比がHigh側に変更され、協調変速におけるバリエータ20の変速比変化量は縮小される(∵この協調変速においてバリエータ20はLow側に変速)。バリエータ20の変速比変化量が縮小されると、バリエータ20の変速に要する時間が短縮され、協調変速に要する時間も短縮される。   FIG. 5 is an arrow showing how the arrival through speed ratio DRatio set along the shift line is changed to High side by switching the shift line from the low speed mode virtual shift line to the high speed mode virtual shift line. Show. When the reaching through speed ratio DRatio is changed to High side by changing the transmission line, the speed ratio to be reached by the variator 20 after the cooperative shift is changed to High side, and the change ratio change amount of the variator 20 in the cooperative shift is reduced. (Variator 20 shifts to the Low side in this coordinated shift). When the speed ratio change amount of the variator 20 is reduced, the time required for the variator 20 to shift is shortened, and the time required for the coordinated shift is also shortened.

図6は、通常の協調変速(比較例)と変速時間を短縮した協調変速(本発明適用例)を比較した図である。いずれも協調変速により副変速機構30のイナーシャフェーズに同期させてバリエータ20の変速比が変更されるが、本発明適用例では、バリエータ20の変速比変化量の縮小される分、協調変速に要する時間が比較例に比べて短縮されている。   FIG. 6 is a diagram comparing a normal coordinated shift (comparative example) and a coordinated shift (application example of the present invention) with a shortened shift time. In any case, the gear ratio of the variator 20 is changed in synchronism with the inertia phase of the subtransmission mechanism 30 by the coordinated shift. However, in the application example of the present invention, the amount of change in the gear ratio of the variator 20 is reduced, and the coordinated shift is required. Time is shortened compared to the comparative example.

したがって、上記変速制御によれば、実スルー変速比Ratioがモード切換変速比mRatioをLow側からHigh側に跨いで変化したときは、協調変速に要する時間が短縮され、ダウンシフトに比べ高い変速応答性が要求されるアップシフトにおける変速応答性を高めることができる(請求項1、に対応する作用効果)。 Therefore, according to the shift control described above, when the actual through speed ratio Ratio changes the mode switching speed ratio mRatio from the Low side to the High side, the time required for the coordinated shift is shortened, and a higher shift response than the downshift. Therefore, it is possible to improve the shift response in an upshift that requires high performance (actions and effects corresponding to claims 1 and 5 ).

加えて、モード切換時に、実スルー変速比Ratioに段差が生じるので、運転者に対し、副変速機構30の変速が行われたことを意識させることができる。また、協調変速に要する時間を短縮が短縮されると、協調変速における副変速機構30の摩擦締結要素32〜34の滑りが少なくなるので、摩擦締結要素32〜34の寿命を向上させることもできる。   In addition, when the mode is switched, a step is generated in the actual through speed ratio Ratio, so that the driver can be made aware that the speed change of the subtransmission mechanism 30 has been performed. Further, when the time required for the coordinated shift is shortened, the frictional engagement elements 32 to 34 of the auxiliary transmission mechanism 30 in the coordinated shift are less slipped, so that the life of the frictional engagement elements 32 to 34 can be improved. .

なお、上記協調変速に要する時間の短縮は、変速機4の変速応答向上が要求されているときにのみ行うようにする。これにより、協調変速前後で実スルー変速比Ratioに段差が生じることによるエンジン1の回転速度変化が運転者に違和感を与える頻度を減らすことができる(請求項に対応する作用効果)。 The time required for the coordinated shift is shortened only when an improvement in shift response of the transmission 4 is required. As a result, it is possible to reduce the frequency at which the change in the rotational speed of the engine 1 due to the occurrence of a step in the actual through speed ratio Ratio before and after the coordinated shift makes the driver feel uncomfortable (operational effect corresponding to claim 1 ).

変速機4の変速応答向上が要求される運転状態としては、例えば、加速時、登坂走行時、変速機4の油温TMPあるいは摩擦締結要素32〜34の温度が高いときである。   The driving state in which the transmission response improvement of the transmission 4 is required is, for example, when accelerating, traveling uphill, or when the oil temperature TMP of the transmission 4 or the temperature of the frictional engagement elements 32 to 34 is high.

加速時、登坂走行時に協調変速に要する時間を短縮し、変速機4の変速時間を短縮すれば、所望の加速性能、登坂性能を実現することができる(請求項2、3に対応する作用効果)。 If the time required for coordinated shifting during acceleration and climbing is shortened and the shifting time of the transmission 4 is shortened, desired acceleration performance and climbing performance can be realized (effects corresponding to claims 2 and 3 ). ).

また、変速機4の油温TMPあるいは摩擦締結要素32〜34の温度が高いときに協調変速に要する時間を短縮し、変速機4の変速時間を短縮すれば、副変速機構30を構成する摩擦締結要素32〜34の滑りによる発熱量が抑えられ、油温TMPあるいは摩擦締結要素32〜34の温度を下げることができる(請求項に対応する作用効果)。なお、摩擦締結要素32〜34の温度は締結・解放の履歴に基づき推定することができる。 Further, if the time required for the coordinated shift is shortened when the oil temperature TMP of the transmission 4 or the temperature of the frictional engagement elements 32 to 34 is high, and the shift time of the transmission 4 is shortened, the friction constituting the auxiliary transmission mechanism 30 will be described. The amount of heat generated by the sliding of the fastening elements 32 to 34 can be suppressed, and the oil temperature TMP or the temperature of the frictional fastening elements 32 to 34 can be lowered (operational effect corresponding to claim 4 ). Note that the temperatures of the frictional engagement elements 32 to 34 can be estimated based on the engagement / release history.

以上、本発明の実施形態について説明したが、上記実施形態は本発明の適用例の一つを示したものに過ぎず、本発明の技術的範囲を上記実施形態の具体的構成に限定する趣旨ではない。   The embodiment of the present invention has been described above, but the above embodiment is merely one example of application of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. is not.

例えば、上記実施形態では、モード切換変速線が低速モード最High線上に重なるように設定されているが、モード切換変速線は、高速モード最Low線上に重なるように、あるいは、高速モード最Low線と低速モード最High線の間に設定されていてもよい。   For example, in the above embodiment, the mode switching shift line is set so as to overlap the low speed mode highest line, but the mode switching shift line overlaps the high speed mode lowest line, or the high speed mode lowest line. And the low-speed mode highest line may be set.

また、上記実施形態では、副変速機構30は前進用の変速段として1速と2速の2段を有する変速機構としたが、副変速機構30を前進用の変速段として3段以上の変速段を有する変速機構としても構わない。   In the above-described embodiment, the sub-transmission mechanism 30 is a transmission mechanism having two stages of first speed and second speed as the forward shift stage. However, the sub-transmission mechanism 30 is a shift stage having three or more stages as the forward shift stage. A transmission mechanism having stages may be used.

また、副変速機構30をラビニョウ型遊星歯車機構を用いて構成したが、このような構成に限定されない。例えば、副変速機構30は、通常の遊星歯車機構と摩擦締結要素を組み合わせて構成してもよいし、あるいは、ギヤ比の異なる複数の歯車列で構成される複数の動力伝達経路と、これら動力伝達経路を切り換える摩擦締結要素とによって構成してもよい。   Further, although the auxiliary transmission mechanism 30 is configured using a Ravigneaux type planetary gear mechanism, the configuration is not limited to such a configuration. For example, the subtransmission mechanism 30 may be configured by combining a normal planetary gear mechanism and a frictional engagement element, or a plurality of power transmission paths configured by a plurality of gear trains having different gear ratios, and these powers You may comprise by the frictional engagement element which switches a transmission path.

また、プーリ21、22の可動円錐板を軸方向に変位させるアクチュエータとして油圧シリンダ23a、23bを備えているが、アクチュエータは油圧で駆動されるものに限らず電気的に駆動されるものあってもよい。   Further, although the hydraulic cylinders 23a and 23b are provided as actuators for displacing the movable conical plates of the pulleys 21 and 22 in the axial direction, the actuators are not limited to those driven by hydraulic pressure but may be electrically driven. Good.

4…無段変速機
11…油圧制御回路
12…変速機コントローラ
20…バリエータ
21…プライマリプーリ
22…セカンダリプーリ
23…Vベルト
30…副変速機構
DESCRIPTION OF SYMBOLS 4 ... Continuously variable transmission 11 ... Hydraulic control circuit 12 ... Transmission controller 20 ... Variator 21 ... Primary pulley 22 ... Secondary pulley 23 ... V belt 30 ... Sub transmission mechanism

Claims (5)

  1. 車両に搭載され、エンジンの出力回転を変速して駆動輪に伝達する無段変速機であって、
    変速比を無段階に変更することができるベルト式無段変速機構(以下、「バリエータ」という。)と、
    前記バリエータに対して直列に設けられ、前進用変速段として第1変速段と該第1変速段よりも変速比の小さな第2変速段とを有する副変速機構と、
    前記車両の運転状態とアクセル開度に応じて選択される変速線とに基づき、該運転状態で達成すべき前記バリエータ及び前記副変速機構の全体の変速比(以下、「スルー変速比」という。)を到達スルー変速比として設定する到達スルー変速比設定手段と、
    前記スルー変速比の実際値(以下、「実スルー変速比」という。)が、前記到達スルー変速比に所定の過渡応答で追従するように前記バリエータの変速比及び前記副変速機構の変速段の少なくとも一方を制御する変速制御手段と、
    前記実スルー変速比が所定のモード切換変速比を跨いで変化したときに前記副変速機構の変速段を変更するとともに前記バリエータの変速比を前記副変速機構の変速比が変化する方向と逆の方向に変更する協調変速手段と、
    前記変速線に対してLow側に設定される低速モード用仮想変速線と、
    前記変速線に対してHigh側に設定される高速モード用仮想変速線と、
    前記車両の運転状態に基づき前記無段変速機の変速応答向上が要求されているか判定する変速応答向上要求判定手段と、
    前記副変速機構が低速段、かつ、前記無段変速機の変速応答向上が要求されていると判定された場合には、変速線を現在の変速線から前記低速モード用仮想変速線に切り換え、前記実スルー変速比が前記モード切換変速比をLow側からHigh側に跨いで変化したときに、変速線を前記低速モード用仮想変速線から前記高速モード用仮想変速線に切り換えることで前記到達スルー変速比をHigh側に変更する変速時間短縮手段と、
    を備えたことを特徴とする無段変速機。
    A continuously variable transmission that is mounted on a vehicle and that shifts the output rotation of an engine and transmits it to drive wheels,
    A belt-type continuously variable transmission mechanism (hereinafter referred to as “variator”) capable of changing the transmission gear ratio steplessly;
    A sub-transmission mechanism that is provided in series with the variator and has a first shift stage and a second shift stage having a smaller speed ratio than the first shift stage as a forward shift stage;
    Based on the driving state of the vehicle and the shift line selected according to the accelerator opening, the entire gear ratio of the variator and the subtransmission mechanism to be achieved in the driving state (hereinafter referred to as “through speed ratio”). ) As a reaching through speed ratio, reaching through speed ratio setting means,
    The actual value of the through speed ratio (hereinafter referred to as “actual through speed ratio”) follows the speed ratio of the variator and the speed of the subtransmission mechanism so that the actual through speed ratio follows the ultimate through speed ratio with a predetermined transient response. Shift control means for controlling at least one;
    When the actual through gear ratio changes across a predetermined mode switching gear ratio, the gear position of the subtransmission mechanism is changed and the gear ratio of the variator is opposite to the direction in which the gear ratio of the subtransmission mechanism changes. Cooperative shifting means for changing the direction,
    A low-speed mode virtual shift line set to the Low side with respect to the shift line;
    A high-speed mode virtual shift line set on the High side with respect to the shift line;
    Shift response improvement request determination means for determining whether or not a shift response improvement of the continuously variable transmission is requested based on the driving state of the vehicle;
    When it is determined that the sub-transmission mechanism is in a low speed stage and the transmission response improvement of the continuously variable transmission is required, the shift line is switched from the current shift line to the low speed mode virtual shift line, When the actual through speed ratio changes over the mode switching speed ratio from the Low side to the High side, the reaching through is achieved by switching the shift line from the low speed mode virtual shift line to the high speed mode virtual shift line. Shifting time shortening means for changing the transmission gear ratio to High side;
    A continuously variable transmission comprising:
  2. 請求項1に記載の無段変速機であって、  The continuously variable transmission according to claim 1,
    前記変速応答向上要求判定手段は、前記エンジンのアクセルペダルの開度が所定開度よりも大きいときに前記無段変速機の変速応答向上が要求されていると判定する、  The shift response improvement request determining means determines that a shift response improvement of the continuously variable transmission is required when the accelerator pedal opening of the engine is larger than a predetermined opening;
    ことを特徴とする無段変速機。A continuously variable transmission.
  3. 請求項1または2に記載の無段変速機であって、  The continuously variable transmission according to claim 1 or 2,
    前記変速応答向上要求判定手段は、前記車両が登坂走行しているときに前記無段変速機の変速応答向上が要求されていると判定する、  The shift response improvement request determination means determines that a shift response improvement of the continuously variable transmission is requested when the vehicle is traveling uphill.
    ことを特徴とする無段変速機。A continuously variable transmission.
  4. 請求項1から3のいずれか一つに記載の無段変速機であって、  A continuously variable transmission according to any one of claims 1 to 3,
    前記変速応答向上要求判定手段は、前記無段変速機の油温あるいは前記副変速機構を構成する摩擦締結要素の温度が所定温度よりも高いときに前記無段変速機の変速応答向上が要求されていると判定する、  The shift response improvement request determination means is required to improve the shift response of the continuously variable transmission when the oil temperature of the continuously variable transmission or the temperature of the frictional engagement element constituting the auxiliary transmission mechanism is higher than a predetermined temperature. It is determined that
    ことを特徴とする無段変速機。A continuously variable transmission.
  5. 車両に搭載され、エンジンの出力回転を変速して駆動輪に伝達する無段変速機であって、変速比を無段階に変更することができるベルト式無段変速機構(以下、「バリエータ」という。)と、前記バリエータに対して直列に設けられ、前進用変速段として第1変速段と該第1変速段よりも変速比の小さな第2変速段とを有する副変速機構とを備えた無段変速機の制御方法であって、
    前記車両の運転状態とアクセル開度に応じて選択される変速線とに基づき、該運転状態で達成すべき前記バリエータ及び前記副変速機構の全体の変速比(以下、「スルー変速比」という。)を到達スルー変速比として設定する到達スルー変速比設定ステップと、
    前記スルー変速比の実際値(以下、「実スルー変速比」という。)が、前記到達スルー変速比に所定の過渡応答で追従するように前記バリエータの変速比及び前記副変速機構の変速段の少なくとも一方を制御する変速制御ステップと、
    前記実スルー変速比が所定のモード切換変速比を跨いで変化したときに前記副変速機構の変速段を変更するとともに前記バリエータの変速比を前記副変速機構の変速比が変化する方向と逆の方向に変更する協調変速ステップと、
    前記変速線に対してLow側に低速モード用仮想変速線を設定するステップと、
    前記変速線に対してHigh側に高速モード用仮想変速線を設定するステップと、
    前記車両の運転状態に基づき前記無段変速機の変速応答向上が要求されているか判定するステップと、
    前記副変速機構が低速段、かつ、前記無段変速機の変速応答向上が要求されていると判定された場合には、変速線を現在の変速線から前記低速モード用仮想変速線に切り換え、前記実スルー変速比が前記モード切換変速比をLow側からHigh側に跨いで変化したときに、変速線を前記低速モード用仮想変速線から前記高速モード用仮想変速線に切り換えることで前記到達スルー変速比をHigh側に変更する変速時間短縮ステップと、
    を含むことを特徴とする無段変速機の制御方法。
    A continuously variable transmission that is mounted on a vehicle and that changes the output rotation of an engine and transmits it to drive wheels. The belt-type continuously variable transmission mechanism (hereinafter referred to as a “variator”) can change the gear ratio steplessly. And a sub-transmission mechanism that is provided in series with the variator and has a first gear and a second gear having a smaller gear ratio than the first gear as a forward gear. A control method for a step transmission, comprising:
    Based on the driving state of the vehicle and the shift line selected according to the accelerator opening, the entire gear ratio of the variator and the subtransmission mechanism to be achieved in the driving state (hereinafter referred to as “through speed ratio”). ) Is set as the reaching through speed ratio, and the reaching through speed ratio setting step;
    The actual value of the through speed ratio (hereinafter referred to as “actual through speed ratio”) follows the speed ratio of the variator and the speed of the subtransmission mechanism so that the actual through speed ratio follows the ultimate through speed ratio with a predetermined transient response. A shift control step for controlling at least one of them;
    When the actual through gear ratio changes across a predetermined mode switching gear ratio, the gear position of the subtransmission mechanism is changed and the gear ratio of the variator is opposite to the direction in which the gear ratio of the subtransmission mechanism changes. Cooperative shift step to change direction,
    Setting a low speed mode virtual shift line on the Low side with respect to the shift line;
    Setting a high-speed mode virtual shift line on the High side with respect to the shift line;
    Determining whether a speed change response improvement of the continuously variable transmission is required based on the driving state of the vehicle;
    When it is determined that the sub-transmission mechanism is in a low speed stage and the transmission response improvement of the continuously variable transmission is required, the shift line is switched from the current shift line to the low speed mode virtual shift line, When the actual through speed ratio changes over the mode switching speed ratio from the Low side to the High side, the reaching through is achieved by switching the shift line from the low speed mode virtual shift line to the high speed mode virtual shift line. A shift time shortening step for changing the gear ratio to the high side;
    A control method for a continuously variable transmission.
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CN101846178B (en) 2015-07-08
US20100248895A1 (en) 2010-09-30
US8298119B2 (en) 2012-10-30
JP2010230116A (en) 2010-10-14
KR20100108273A (en) 2010-10-06
CN101846178A (en) 2010-09-29
EP2233795B1 (en) 2011-06-29
US8403809B2 (en) 2013-03-26
US20130013160A1 (en) 2013-01-10

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